Engine



R. D. YOUNG ENGINE Dea 15, 1936.

mled Jan. 1o, 195o R. .5. .//.0 .Z N E. R 6 MyW/nm m MM l py rl f B i@ F E w j Z N 1 .1 a 1 5 J u Patented Dec. .15', 1936 UNITED ,STATES PATENT OFFICE 2,063,970l ENGINE Robert D. Young, San Francisco, Calif.'

Application January 10, 1930, 'Serial No. 419,926

9 Claims.

My invention relates to improvements in simple cycle engines, and it consists in the combinations, constructions and arrangements hereinafter described and claimed. I

An object of my invention is to provide a simple cycle engine which makes use of but few parts. For each cylinder I provide a compound piston which is connected to a crank shaft by a connecting rod. I also provide what I term an an- 10 chor or xed pistonwhich cooperates with-,the

compound piston in a manner hereinafter described.

The use of the" compound piston makes it possible to cover the .ring mechanism whether it be a spark plug or an oil injector, and to keep this mechanism covered until the instant of ring, whereupon the mechanism will be automatically uncovered for firing. All poppet valves, rocker arms, push rods, cams and gears, etc., are

done away with, with the exception of a single valve for controlling the intake port to the cylinder. This intake valve may be a standard automatic check valve or a cam or eccentric actuated valve if desired.

Other vobjects and advantages will appear as the specication proceeds, and the new and novel features of the devicewill be particularly pointed out in the claims hereto annexed. l

My invention is illustrated in the accompanying drawing, in which:

Figure l is a vertical section through the de-- vice,

Figure 2 isha vertical section at right angles to that shown in Figure 1, Figure 3 is a sectional'view showing the compound piston in its lowermost position; and further shows fuel injectors used in place of the spark plugs, and

Figure 4 showsa modified form. In carrying out my invention, I provide a cylinder I that may be air-cooled by means of fins 2,y

water-cooled, or cooled by other means if desired.

The cylinder is mounted upon a crank case 3 of a'ny desired shape. As many cylinders as desired may be carried by the crank case and either arranged" longitudinally with respect to a crank shaft 4 or radially about the crank shaft, the

cylinders being of odd or even number. With an 4ton 5 is at the top of its stroke.

ed to ythe crank shaft 4 by means of a connecting rod 6. The compound piston has a removable head 5a. A locking ring 5b may be compressed by inserting projections throughopenings 5c and this permitsy the removal of the 5 head 5a;

Within the compound piston I mount an adjustable firing head or piston 1, and this piston is pivotally secured to the cylinder I by means of`trunnions 8. IThe best results are obtainable 10 by pivoting the adjustable piston I so that it'can,v swing and automatically align itself with the lon-1 gitudinal axis of the compound piston during the movement of the latter.

Theadjustable piston l has slots 9 therein for 15 slidably receiving the wrist pin II)y connecting the compound piston with the rodf6. The compound piston 5 has slots I I for receiving the trunnions or pin 8 during the movement of the compound piston.` (I

I will now set forth the various ports used in the engine. These ports are smaller1 in area. than those usually provided, because gases under pressure are moved through the engine in a new and novel manner to be hereinafter described, and I 25 have found that since these gases. are under pressure, they can be forced 'through smaller ports., 1

In Figure 2 it will be seen that the cylinder `I has an intake port I2, this port bengcontrolled 30 by a check valve I3 that permits gas, air; or other fluid to enter the'cylinder I but not to leave it'.

A pipe I4 communicates with the valve controlled passageway, and this pipe may be connected to a carburetor or tol'an air compressor if desired. 35

t The cylinder I also has a passageway or bypass I5 that is designed to. communicate with inlet ports I6 linsthe compound piston 5 when` the compound piston is atthe top of its stroke as shown in Figure 2. yAs many passageways or 45 by-passes I5and as many intake ports I2 may be provided in the cylinder I as desired. Inrlike manner, as many intake ports I 6 in the compound piston 5 maybe provided as desired. A

The compound piston 5 also has exhaust ports 50 I1 that are preferably disposed ninety degrees around the compound piston from the intake ports I6. The ports I1 register with, exhaust pipes I8 (see Figure l) when the compound pis` It should be noted at this point that Figure 2 shows the exf haust pipes I8 as being the same shape, oval in cross section, as the ports. 'I'his shape permits the pipe to cut through the air shouldthe engine be used in airplanes, and to thus reduce the wind resistance and drag caused by the pipes.

It should further be noted from Figure 2 that spark plugs I9 are carried by the cylinder l and are normally protected by the wall of the compound piston 5. However, when the compound piston is at the bottom of its stroke. the inlet ports I 6 register with the inner ends of the spark plugs I9. The passing of a current between the terminals of the spark plugs will fire the gas within the compound, piston 5. I will shortly describe how the gas gains entrance to the inside of the compound piston.

I do not wish to be confined to spark plugs as being the only means for igniting the gases. Air may be compressed within the compound piston 5, and the inlet ports I6 may uncover fuel injectors 20 as shown in Figure 3. 'Ihese fuel injectors will force the required amount of, fuel into the compound piston, and the burning of the fuel will instantly take place in the same manner as in oil burning engines. It should be noted that the fuel injectors will be protected b y the compound piston 5 inthe same manner as the spark plugs I9 are protected. This prevents the rapid carbonizing of the oil on the outlet ends of the injectors, and the injectors will therefore function for a longer period of time than is now possible where they are subjected continuously to heat of the gases. 'I'he spark plugs or fuel injectors are briefly exposed upon the stopping of the compound piston on its down stroke. This protects the devices from the heat of the explo-sion except for the instant of ring.

From the foregoing description of the various parts of the device, the simplicity of operation thereof may be readily understood.

As already stated, air, gas, or other fluid, is received in the top of the cylinder I through the inlet ports I2. The gas may be sucked in on the downward stroke of the compound piston 5, or it may be forced in under pressure during this same stroke. 'I'he piston 5 on its up stroke will automatically close the check valve I3 due to the pressure of the gas or air upon the valve. Further movement of the compound piston 5 in lan upwardv directionwill .compress the gas or air. This compressing will continue until the compound piston reaches the top of its stroke and causes the inlet port I6 to register with the passageway I5.

Atp, this instant the air or gas under pressure in the top of the cylinder I will immediately ow under any desired pressure through the passageway I5 and into the interior of the compound pistony 5. The fluid within the compound piston 5 will be at a slightly greater pressure than it was in the cylinder vI prior toncompressing, because the capacity of the interior of the compound piston 5 is` slightly less than the capacity of the cylinder I when the compound piston 5 is at the bottom of its stroke, which is a great advantage for an oil engine.

Before the fluid has had a chance to reach the -exhaust port I1, the piston 5 will start on its downward movement and the ports I1 Vwill be moved out of registration with the exhaust pipes II. The gas will therefore be trapped and will be recompressed by the downward movement of the piston 5. The adjustable piston .1 now co: operates with the compound piston 5 to compress the gas within the piston 5. When the compound piston 5 reaches the bottom of its stroke, the ports I 6 will uncover the spark plugs I9 or the fuel injector 2li, and an explosion or a burning of the gas within the compound piston 5 will immediately take place.

It should be kept in mind that during the downward movement of the compound piston 5 in compressing the gas within the compound piston, a new charge of gas or air is being drawn into'the top of the cylinder I.

The firing or burning of the fluid within the piston 5 will instantly cause it to move upwardly and to compress the air or gas in the top of the cylinder I. The upward movement of the compound piston 5 is the power stroke of the engine. When the compound piston again reaches the top of its stroke, the inlet port I 6 registers with the passagel5 and the compressed charge lof air or gas' passes from the top of the cylinder I into the piston 5. The new fiuid rushing under .pressure into the compound piston forces the burnt fluid out through the exhaust ports which are registering with the exhaust ports and pipes I8. V The timing of the engine is such that the piston 5 starts on its down stroke when it is completely filled with new gas and after the exhaust gas has been discharged. The simple cycle is now repeated.

It will be seen from the above that the engine fires for every up stroke of the compound piston 5. It will further be seen that the spark plugs or fuel injectors are protected by the compound piston until the very time of use of these mechanisms.

The gases are exhausted at the center of the cylinder I rather than at the top of the cylinder as is now the practice. This will cause a more equal expansion of the metal in the cylinder when heated at its middle rather than have the top of the cylinder expand more than the remainder of the cylinder as is now the case. I haveshown the fins 2 as being longer near the middlevof the cylinder I than at the ends of the cylinder. The purpose of this is to dissipate the heat more rapidly in the center of the cylinder.

The engine may run' at a very low speed because the gas or air will be forced into the firing chamber and will be compressed before being sent into the chamber. This compressing will pre-heat the gas, and this will make it possiblev It should further be noted that the tiring stroke y takes place while the compound piston is moving upwardly and against the force of gravity. This is possible by the use of the compound piston and the adjustable piston. The moving of .the f compound piston upwardly on the firing stroke also compresses the gas or air in the top of the cylinder. The moving of the compound piston downwardly compresses the gas or air in the piston 5. It will therefore be seen that a cushioning effect is provided for the piston when moving in either direction. This makes it possible to use a piston having considerably more weight than the piston in the present types of engine.

'I'here is no dead point for lash or slap in the compound piston 5 because, as already stated. it is cushioned on its upward stroke and also cushioned on its downward stroke. .A compressing of 'gas or air takes place during both movements of the compound piston.

The new gas comesin on top of the exhaust 15 case compression is used. The compound piston 5 provides the necessary compression for the gases. The compound piston 5 and the adjustable piston 1 differ lfrom the usual type of piston in the standard two-cycle engine.

It is obvious that the compression chamber in the top of the cylinder can have a certain definite capacity ratio with respect to the explosion chamber within the compound piston 5. In this way, any predetermined pressure may be determined in the cylinder and this pressure changed to a different or the same one in theA explosion chamber.

The term duid is usedin the claimsV to denote air, vapor, gas, or charge.

I wish to kfurther emphasize that the engine may be charged under pressure and is exhausted under pressure. The supercharging feature is built into the engine and forms a part of the simple cycle. 'I'he exhaust gases are rapidly removed because they are exhausted under pressure. The compound piston carries the stress of cornpression, explosion and expansion and the cylinder wall I may therefore be lighter than is usually the case because the cylinder merely acts as a guide for the compound piston.

'I'he device eliminates the use of a piston rod and piston rod packing in the cylinder proper, and thus utilizes the space normally displaced by the piston rod. The engine is not necessarily to be classed in the hydro-carbon group. It can be used with steam or any other expanding fluid.

The fluid forced into the compound cylinder is preheated from the compressing of it in the cylinder. Also, the fluid may be delivered to the cylinder I preheated and under pressure. yThe cylinder may be formed from heat absorbing metal.

The carbon may be cleaned from the engine by first removing the spark plugs and then aligning the ports of the compound piston 5 with the plugs. 4A carbon scraping aligned openings for the spark tool may now be inserted through the ports.

In Figure 4 I show the piston 1 adjustably connected to the cylinder I. Members 50 are rotatably mounted ln the cylinder wall I, and links 5I are connected to the eccentric portions '52 of the members and are pivotally secured to the anchored piston 1 at 53. Arms 54 on the members 50 may be swung for raising or lowering the piston with respect to the cylinder I. In this way the'rL capacity of the combustion compartment within the compound piston 5 may be varied to bring forth the greatest amount` of engine efliciency.

Due to the fact that I vary the compression and also the temperature, I can eliminate the injectors by drawing in the fuel with the air through an ordinary jetoutside of the cylinder in much the same manner as in using a carburetor.

Although I have shown and described two embodiments of my invention, it is to be understood that the same is susceptible of various changes,

and I reserve the right to employ such changes as may come within the scope of the invention as claimed. I Y

Varying the capacity of the combustion chamber will automatically ignite a co bustible chargel A get tired. My device is capable of variable compression for different altitudes, and the large chamber on top of the compound piston permits the pilot to supercharge the compression chamber.

I claim: 1. In an engine, a cylinder, a compound piston for compressing .a fluid in one end of the cylinder,

means controlled by the compound piston for passing the compressed fluid from one side ofthe piston. to the opposite side, and an adjustable piston cooperating with the compound piston for again compressing the fluid.

2. In an engine, a cylinder having a closed end, with an intake communicating with the interior, a hollow compound piston slidable in the cylinder and having a non-recessed head for compressing a fluid in the end of the cylinder, a check valve disposed in the intake for preventing any outflow of the fluid, said cylinder vand piston having bypasses for conducting the fluid from the cylinder to within the compound piston at the top portion of the stroke of the piston, and a firing head slidably mounted in vthe compound piston and adjustably connected to the cylinder, the interior of the compound piston vand the firing head constituting an explosion chamber, and means for exhausting the burnt fluid from the explosion chamber under pressure. l

3. In an engine, a cylinder, a compound piston .slidable therein, a ring head disposed Within the piston and being pivotally secured to the cylinder and also being adjustable transversely to align with the cylinder land piston axes.

4. InJ an engine, a cylinder having an intake port, a compound piston forming with the cylinder a compression chamber, an adjustable piston l to be moved within the piston. said compound;

piston having inwardly-extending lbosses for receiving a wristpin, said firingv head having slots for receiving the bosses and said compound piston having slots for receiving the trunnions.

6. In an engine construction, a cylinder, a plston mounted therein, an adjustable firing head within the piston and connected to the cylinder and cooperating with the piston for providing a compartmenm an eccentric connected to the ring head for moving the latter along the cylinder, an operating shank secured to the eccentric and projecting through the wall defining the cylinder, and means for actuating the shank, whereby the capacity of the piston compartment .may be varied.

7. In an engine construction, a cylinder. a piston mounted therein, an adjustable ring head within the piston and connected to the cylinder and cooperating with the piston for providing a compartment, eccentrics connected to the ring head on diametrically opposite sides thereof, operating shanks secured to the eccentrics and projecting through the wall defining the cylinder, and means for actuating the shanks, whereby the capacity of the piston compartment may be varied.

8. In combination, a cylinder, a ring head having means connecting the head to the cylinder,.said head being spaced from the cylinder, a hollow sleeve piston having a removable head for permitting the ring head to be moved within the piston, said hollow sleevepiston having inwardly-extending bosses for receiving a wrist pin, said firing' head having slots for receiving the bosses and said hollow sleeve piston having slots for receiving the trunnions.

9. An engine comprising a cylinder, a firing head anchored in the cylinder and being spaced therefrom, a hollow sleeve piston mounted in the cylinder and slidably receivingthe ring head, means for feeding a combustible mixture into the space between the hollow sleeve piston and the ring head, and means for adjusting the firing head during the operation of the engine so as to vary the capacity of the space within the hollow sleeve piston when the piston is at its extreme compression stroke position, whereby the pressure within the hollow `sleeve piston can be raised to a point for automatic or controlled ignition. l

ROBERT D. YOUNG. 

